Power transmission



Nov. 2, 1943. I c. A. NERACHER ETAL POWER TRANSMISSION Filed March 13-, 1941 14 Sheets-Sheet N VENTORS.

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POWER TRANSMISSION w Filed March 13, 1941 14 Sheets-Sheet 2 r V E-E- 72nd .Z I ZZz,

ATTORNEY C. A. NERACH'ER ET AL POWER TRANSMI SS ION Nov. 2, 1943.

Filed March 15, 1941 14 Sheets-Sheet 4 INVENTO R5.

Nov. 2, 1943. c, NERACHER ET AL 7 2,333,115

POWERERANSMISSION Filed March 13, 1941 14 Sheets-Sheet 5 77 Du In, p j l a ellz,

ATTORNEYS.

No v. 2, 1943. c. A. NERACHER ET AL POWER TRANSMISS ION Filed March 13, 1941 14 Sheets-Sheet 7 c. A. NERACHER ETAL 2,333,115

POWER TRANSMISSION Filed March 13, 1941 14 Sheets-Sheet 8 i 0 fw /7 ATTORNEY Nov. 2, 1943. c. A. NERACHER ETAL I 2,333,115

' POWER TRANSMISSION I Filed March 13, 1941 l4 Sheets-Sheet 9 ATTORNEY Nov, 2, 1943. c A. NERACHER ET AL 2,333,115

' POWER TRANSMISSION Filed March 13, 1941 14 Sheets-Sheet 10 mvzuroks. d'arl fi'. [Verde/F er;

. ATTORNEW- Nov. 2, 1943. c. A. NERACHER ET AL 2,333,115

I POWER TRANSMISSION Filed March 15, 1941 14 Sheets-Sheet 11 ATTORNEYS.

. Nov. 2, 1943. c. A. NERACHER ETAL 7 2,333,115

'POWER TRANSMISSION Filed March 13, 1941 14 SheetsSheet l2 ATTORNEY5.

Nov. 2, 1943. c. A. NERACHER ET AL I 2,333,115

POWER TRANSMISSION FiledMarch 15, 1941' 14 Sheets-Sheet 13 Tum V wmm K INVENTO g zrl H .I ZZz,

Nov. 2, 1943. c; A. NERACHER ET AL POWER TRANSMISSION Filed March 15, 1941 14 Sheets-Sheet l4 VE NTO R5.

' ATTORNEY5.

Patented Nov. 2, 1943 UNITED STATES PATENT OFFICE POWER TRANSMISSION Carl A. Neracher, Augustin J. Syrovy, William T. Dunn, Teno Iavelli, and Roy T. Bucy, Detroit,

Mich.,

assignors to Chrysler Corporation,

Highland Park, Mich, a corporation of Delaware Application March 13, 1941, Serial No. 383,190

30 Claims.

This invention relates to power transmissions and refers more particularly to improved driving systems for motor vehicles.

It is an object of our invention to provide a transmission system affording improved char acteristics of change speed control with a comparatively simple mechanism capable of long life.

We have provided an improved drive system ploying countershaft and planetary gearing and providing four forward speeds and reverse. Manual selection of the countershaft gearing may be made to high and low ranges, in each of which an automatic shift in the planetary gearing occurs to a faster drive ratio and back to the selected range, the automatic shifting being effected .by natural functional manipulation of the accelerator pedal.

Additional features of our invention are found in the provision of a simple vacuum actuated servo-motor for shifting the power operated portion of the transmission, the said servo-motor being controlled by a solenoid of simple construc-' tion.

Other novel and improved features of construction and functional operation will become apparent from the following description, which describes twoillustrative embodiments of themvention, reference being had to the accompanying drawings, in which Fig. 1 is a side elevational view of the power plant and transmission for a motor vehicle.

Fig. 2 is a plan view somewhat diagrammatically illustrating the power transmission assembly in relation to the vehicle driving ground wheels.

Fig. 3 is a sectional view of the remote control hand shift mechanism taken as indicated by line such that, when the transmission is in direct, the

overall drive is the practical equivalent of an overdrive without driving through gear trains at such time. This is practicably obtainable without sacrificing car performance by our improved synchronous clutching means which automatically responds to manipulation of the accelerator pedal for stepping the speed ratio up or down.

With our transmission it is practicable for the driver to stay in a selected speed ratio setting while stopping, and thereafter obtain rapid car starting accelerations under favorable torque multiplication, and faster ratio boulevard or country drive conditions without operating the clutch pedal or the gear shift lever.

We have provided a manual selection of high and low ranges in our transmission, but in most instances the low rangeis in the nature of an emergency low and when the fluid coupling is employed very desirable car accelerating characteristics are obtained'by manual selection of the high'range.

According to the present embodiment of our invention, we have provided a transmission em- 33 of Fig; 1.

Fig. 4 is a, top plan view of the Fig. 3 mechanism taken as indicated by line 4-4 of Fig. 1..

Fig. 5 is a. sectional view along line 55 of Fig. 1 showing a portion of the remote control shift.

Fig. 6 is a detail sectional view taken as indicated byl li-ne 6-4 of Fig. 5.

Fig. 7 is an enlarged, sectional view of a portion of the dash mounted control of Fig; 1.

Fig. 8 is an enlarged side view, partly in section and partly in elevation, showing the Fig. 1 power transmission.

Fig. 9 is a sectional elevational view through the speed ratio changing transmission which is cated by line H-ll of Fig. '10.

illustrated in elevation in Fig. 8.

Fig. 10 is a transverse'sectional view looking rearwardlyas indicated by line Ill-l0 of Fig. 8, showingthe transmission portion of the remote shift mechanism.

Fig. v11 is a detail sectional view taken as indi- Fig. 12 is a plan view, partly in section, taken along-line l2--l2 of Fig. 10. I

Fig. 13 is a detail sectional view, taken along line l3-l3 of Fig. 12.

Fig. 14- is a detail .view along line [4-44 of Fig. 13.

Fig. 15 is an enlarged detail view of the power actuated clutch sleeve and its associated blocker mechanism.

Fig. 16 is a sectional plan view of the clutch and blocker teeth as viewed along line lG-ii of Fig. 15, the teeth being shown in blocked position.

Fig. 17 is a view similar to Fig. 16, showing the teeth in unblocked position.

Fi 1a is a similar view, showing the teeth in engaged or driving position.

Fig. 19 is an exploded view, in partial perspective, of the carrier and blocker members.

Fig. 20 is a fragmentary sectional view taken along line 29-20 of Fig. 8.

Fig. 21 is an enlarged plan view of the Fig. 20 governor mechanism.

Fig. 22 is an enlarged fragmentary sectional view along line 22--22 of Fig. 21.

Fig. 23 is a sectional view through the vacuum operaited servo-motor illustrated in elevation in Fig. 2.

Fig. 24 is a similar view showing the servomotor in its actuated position.

Fig. 25 is a detail section along line 2525 of Fig. 24.

Fig. 26 is an enlarged section taken along line 26-48 of Fig. 9.

Fig. 26A is a sectional view along line 26A-26A of Fig. 9.

Fig. 29 is a longitudinal sectional view of a modified-form of the invention.

Fig. 30 is an enlarged sectional detail of the clutch sleeve and associated mechanism of Fig. 29.

Fig. 31 is a plan view in section of the clutch and blocker teeth, taken along line 3l3ll of Fig. 30, the teeth being shown in underdrive position.

Fig. 32 is a view similar to Fig. 31, showing th teeth in drive block position.

Fig. 33 is a similar view showing the teeth in unblocked position just prior to engagement of the sleeve.

Fig. 34 is a similar view showing the teeth in engaged or driving position.

Fig. 35 is a detail view of the overrunning roller cage of Figs. 29 and 30.

Fig. 36 is a' view along line 36-36 of Fig. 35.

Fig. 37 is a partial elevation of the sleeve as viewed from the rear end thereof.

Fig. 38 is a sectional view along line 38-38 of Fig. 29.

Fig. 39 is a view along line 39-39 of Fig. 38, parts being broken away to show sectional details.

Fig. 40 -is a sectional view along line 40-40 of mg 29- Fig. 41 is a sectional view along line "-41! of Fig. 29.

Fig. 42 is a fragmentary sectional view along line 42-42 of Fig. 29. e

We have illustrated the principles of our invention in connection with a motor vehicle drive wherein the usual engine A transmits its drive through clutching means 3, C, within casing 50,

the drive then passing through the change speed transmission D and propeller shaft 5| (Fig. 2) to the diiferential 52 and thence to the vehicle ground wheels 53 where it is desired to drive the rear wheels according to present day practice.

By preference. the arrangement is such that a faster rear axle ratio is afforded than is generally customary so that when the transmission is in direct drive, the car is driven in the equivalent of an overdrive ratio between the engine A and wheels 53. Our arrangement provides such conveniently operable kickdown or shift to a reduction drive from direct that the aforesaid arrangement is practicable thereby obtaining advantages of economy, long life and quietness of operation without the disadvantages of sluggish operation which is especially objectionable in city driving.

The engine A has the customary intake manifold 54 and carburetor riser 55 containing a v throttle valve 56 operable by a lever 51 throughout a range of movement between the illustrated closed throttle position for engine idling and wide open throttle position. Lever 51 is adapted to be adjusted by a driver operable accelerator pedal 59 pivotally mounted at 60 on the toe board 6! to swing downwardly against a restoring spring 62 thereby to thrust through a system of pivotally jointed links 63, 64 and a connecting lever 65, the latter being pivotally supported at 66.

The lever 65 has fastened thereto a second lever 13 directed forwardly to provide spaced fingers l4, 15 in the pathof an actuator 16 of a snap switch ll which controls the kickdown shift mechanism.

The kickdown shift mechanism operates in response to manipulation of the accelerator pedal 59 to substantially wide open throttle position whereupon the engine is momentarily unloaded as by shorting the ignition thereof and disengagement of the synchronous clutch sleeve whichconstitutes the automatic shiftable member in the transmission is effected to change the transmission driving ratio from direct to underdrive. The throttle being open under such conditions will cause the engine to rapidly speed up as soon as the ignition circiut has been restored and the underdrive mechanism will automatically become effective as will be presently made apparent. The ignition circuit, after interruption during kickdown, is not dependent upon restoration of the pedal 59 but is restored by other means which will be described.

We preferably transmit the drive from the engine A to the transmission D through dis engageable clutch means comprising a fluid coupling B of the kinetic type, preferably in conjunction with a releasable clutch C of conventional design, the latter being employed to facilitate manual shifts in the transmission D and to accommodate stopping of the car in gear without tendency of the coupling B to cause creep parrunner in the well known manner. The runner B0 drives the member 8i of the friction clutch C which may be of any commercial design. The driven clutch disk 82 is fixed to an intermediate drive shaft 83 and is drivingly disengaged by depressing clutch pedal 8| (Fig. 1) which slides the throw-out. member 85 forwardly to operate lever 85 for unloading the clutch driving pressure plate 81, springs 88 loading this plate and engaging the clutch when pedal 84 is released.

' Shaft 83 extends rearwardly into housing 89 of transmission D (Fig. 9) where it is formed with a main drive pinion 90 and a set of external clutch teeth IOI which are adapted to slidably engage internal clutch teeth I02 formed on the synchronous coupling clutch sleeve Q. A ball bearing I journals the shaft 83 in the casing 89 as illustrated.

Piloted in the hollow portion II of the rearward end of the shaft 83 by means of a bearing 92 is a shaft 93 having splined thereto at 58 a hub I04 formed with external teeth I slidably engaged with the internal teeth I02-of the shiftable clutch sleeve Q. The latter is adapted to be shifted forwardly or rearwardly by means of a shift yoke I I2 fixed to a longitudinally extending shift rail II3 (Fig. disposed on the left side of shaft 93 (as viewed when looking forwardly of the vehicle).

The intermediate transmission driven shaft 93 is adapted to drive the tailshaft I03 by means about to be described, the latter being in turn adapted for connection to the propeller shaft 5I, fastening means 51 being provided. Tailshaft I03 is also adapted to carry a brake drum 94 having braking mechanism generally designated by reference numeral 95 operably associated therewith.

The drive pinion 90 is continuously meshed with a gear 96 which forms one of the gears of a countershaft cluster 91 rotatable on a countershaft support 98. The cluster 91 includes a gear I0I.which drives a governor mechanism G (Fig. 20). The cluster 9'Iis further formed with gears I00 and I08. Gear I05 is in constant mesh with a gear I 09 which is freely journaled on the shaft 93 and a gear I08 isadapted to mesh with a shiftable idler gear II8 when the latter is slid C being released during manual shift of sleeve Q to facilitate this clutching action). II4 will then rotate slightly relative to hub I04 to permit the sleeve teeth I02 to pass through the blocker teeth H6 and engage teeth IOI thereby positively clutching shaft 93 with drive pinion 90. The rearward shift of sleeve Q to clutch with the teeth IIO of gear I09 is similarly synchronously effected under control of the blocker ring H5.

The shift yoke II2 (see Figs. 10 and 11) is pro- .vided with a boss I3I below rail II3, this boss having a slot I32 adapted to be engaged by an inwardly extending pin I33 carried by a lever I34. The latter has a lower end I35 adapted to engage a slot I36 provided in the yoke I20 which is fixed to the reverse shift rail I38, the latter being disposed in the casing 89 parallel to and below the rail I I3. The yoke I20 encases the hub portion I39 of the shiftable reverse idler gear I I8. The rails I I3 and I38 are interlocked by a plunger I40 shown in Fig. 11 which prevents simultaneous displacement of said rails from neutral position.

Lever I34 is supported between its ends by a pin I4I disposed parallel to and above rail II3, this pin being carried by the yoked inner end I42 of shaft I43 rotatably mounted in the boss I44 of cover I45, the latter being secured by fasteners I45 to casing 89. .The shaft I43 has its axis extending across the axis of movement of the rails H3 and I 38 and has a lever M'I fixed to its outer end outside of the cover I45. The spring I48 is disposed in a bore suitably formed in the shaft I43 and reacts on the shaft at its outer end while rearwardly on its countershaft II9 by means of" a shift yoke I20 (Fig. 10). At such time idler gear H8 is also meshed with a gear I2I fixed to the shaft 93.

A pair of synchronizing blocker rings H4 and H5 are respectively disposed between the hub I04 and gears I09 and 90 and are driven with hub I04 with slight rotational clearance. These blockers have cam teeth H6 and Ill respectively having pitch circles the same as that ofv sleeve teeth I02 and teeth I 0| and H0, the latter being formed integrally on the forward face of gear I09. The blocker rings H4 and H5 are provided with internal cone-shaped threaded surfaces which are adapted to frictionally engage the cone-shaped clutch surfaces I 01 and I II respectively formed integrally on the gears 90 and I09.

If desired energizing springs I22 may be pro- 'vided between the blockers to lightly urge them into engagement with the cone surfaces I01 and III respectively so that the blocker teeth H5 and I I! are misaligned with the sleeve teeth I02 thereby preventing shift of the sleeve Q so long as the parts to be engaged are rotating at different speeds. These synchronizing blocker rings are more fully described and claimed in the copending application of Otto E. Fishburn, Serial No. 180,840, filed December 20, 1937, and reference is made thereto for a more complete description of the synchronizing blocker action thereof.

When the sleeve Q is moved forwardly, the teeth I02 thereof engage the cammed ends of the blocker teeth II6 thereby urging the blocker under-pressure into engagement with the coneshaped clutch surface I0'I- whereupon gear 90 is synchronized with shaft 93 (main vehicle clutch the inner end yieldingly urges the lever I34 clockwise (Fig. 10) about the pin I4I tending to maintain pin I33 engaged in slot I32 and end I35 free from slot I36. A spring pressed ball detent I49 (Fig.'12) yieldingly maintains rail H3 in neutral, forwardly (to clutch sleeve Q with teeth IOI), orv rearwardly (to clutch sleeve Q with teeth IIO) by engagement of this ball detent by the rail recesses I50, I5I and I52, respectively. The reverse shift rail I38 hasneutral and reverse position recesses I53 and I 54 respectively adapted for engagement by a similar spring pressed ball detent (not shown).

The uppr end of lever I34 has a side face I56 engageable with the inner end of a plunger I5I slidable inward through cover I45 by a Bowden wire operated mechanism I58. When the wire I58 is pushed inwardly of the cover, the plunger I5'I engages the face I56 of lever I34 and swings the lever counterclockwise about the pin I so that the end I35 engages slot I36 while pin I33 disengages from slot I32.. When in such position the shaft I43 may be rotated through the intermediary of the shift lever. I41 to shift the reverse shifter rail I38 rearwardly thereby meshing reverse idler gear II 8 with gears, I08 and I2I ,respectively for reverse driving. The plunger I5I maintains a sliding engagement with the face I55 during this rotation of shaft I43. The latter is retained against endwise displacement in the cover 4 by suitable means such as nalled within thepost I59 is a hollow shaft as- The blockersembly I62 connected by pivot pins I63 with the yoked inner end I64 of a manually operable shift lever I65 which extends outwardly through an arcuate opening I66 formed in the head I61 which is fixed topost I59. Movement of lever I65 fore and aft about the axis of shaft I62 will oscillate this shaft about its axis while move ment of the lever up and down will rock the lever about a fulcrum I68 to cause reciprocation of shaft I62 along its axis.

At thelower end of shaft I62, there is a lever I69 fixed thereto, this lever having an intermediate inside face portion I always engaged by the upper end of a plunger I1I fixed to the upper end of the Bowden wire I58. A spring I12 operates to yieldingly urge plunger I1I upwardly into engagement with lever face I 10 as shown in Fig. 5. A link I13 has its forward end pivotally engaged with the outer end of the lever I69, the rearward end of this lever being connected to a bellcrank lever I 14 pivotally mounted on the engine A at I15. The bellcrank operates a second link I16 which has articulated connection with the shift lever I41.

In order to shift the sleeve Q into engagement with the teeth IIO of the low speed drive gear I09, the driver disengages the mainvehicle clutch C by depressing pedal 84 and then swings lever I65 in a counterclockwise direction about the axis of the steering column as viewed in Fig. 4. This action pushes the lever I41 rearwardly through the intermediary of the links I13 and I16 and shifts rail II3, yoke H2 and sleeve Q rearwardly engagingthe teeth I02 of the latter with theteeth IIO. Clutch pedal 84 is then released for drive of the vehicle in low speed range. Swinging of lever I65 clockwise as viewed in Fig. 4 will swing lever I64 forwardly thereby swinging the lever I I3 and sleeve Q forwardly to thereby clutch the teeth thereof with the teeth IOI of drive pinion 90 to establish a direct drive connection between the shafts 93 and 83.

In order to efiect reverse drive setting of the transmission as so far described, the lever I65 is first rocked upwardly about the fulcrum I68 to thereby push shaft I65 downwardly of the steering column and cause lever portion I10 to operate through the Bowden wire I58 to swing lever I34 counterclockwise about the pin I4I thereby engaging the end I35 with slot I36 of yoke I20 and disengage pin I33 from engagement with the slot I32 of boss -I3I','carried by shiftyoke H2. The lever I65 may then be swung counterclockwise of the steering column to cause the lever E41 to rock lever I34 rearwardly and effect rearward shift of rail I38 thereby meshing idler gear H8 with gears I08 and I2I. Clutch C which is preferably released during manual shifting of sleeve Q and reverse idler gear II8 may then be engaged and the vehicle driven in reverse.

From theforegoing, it will be apparent that drive from the engine crankshaft 18 may be transmitted through the fluid coupling B and friction clutch C to the driven shaft 93 which may be driven at the speed of the shaft 03 and in the same direction; at a reduced speed and in the same direction with respect thereto; or at a reduced speed in a reverse direction with respect thereto. 6

Referring now again to Fig; 9, it'wi1l be seen that the shaft 93 terminates at its rearward 'end in an enlarged hollow portion I15 and is supported in the casing 88:.at this point by. means of an anti-frictionbearing-J16, the casing 89 being suitably formed, at this point with a wall 69 for'receiving' the outer race of the bearing.

tion with spline teeth I23 which are adapted to engage a set of internal teeth I24 formed on an annulus gear I26. A snapring I25 engages a slot cut in the gear and retains the gear against forward displacement. 1

The annulus gear I 26 comprises the driving gear of a planetary gearset which also includes a sun gear I21 rotatably carried on the tail shaft I03 and a set of planet gears I28, the latter being rotatably mounted on axles I29 carried by a carrier I30. The latter is splined on the tailshaft I03 at I3I and is separated from the enlarged portion I15 of the shaft 93 by an anti-friction bushing I11 which permits relative rotation between the shaft 93' and the sun gear.

The sun, gear I21 is provided with an integral elongated rearwardly extending control portion I32. .This control portion or sleeve is in turn 3 provided with a forwardly disposed set of overrunning clutch cams I33 (Figs. 9, 15 and 26), a rearwardly disposed set of overrunning clutch cams I34 (Figs. 9, 15, 26 and 26A) and a pair of diametrically oppositely disposed, saucer-like depressions I35 (Figs. 9, 13 and 15). The cams I33 and I34 respectively comprise elements of a pair of overrunning clutch and brake devices referred to generally by letters R and S.

The-clutch R also comprises a set of rollers I36 carried by 'a cage I31, the' rollers being adapted to wedge between the cams I33 and the inner cylindrical surface I19 of a blocker member I80. The latter is carried by a sleeve-like extension I8! formed integrally on the planet carrier I30 (see Figs. 15, 19 and 26) and is disposed internally thereof. The blocker member I is provided with a plurality of bearing surfaces I82 which rotatably engage the inner cylindrical surface of the extension I8I' and with a plurality of spokes I83 which extend radially outwardly through slots I84 in the extension I8I.

The slots I84, of which there are preferably three corresponding in number to the spokes I83, are larger than the spokes as clearly shown in Figs. 19 and 26. The clearance between the sides of the slots I84 and the spokes I03 permits the blocker member I80 to clock between two extreme rotative positions relative to the carrier I30. The blocker is shown in'Fig. 26 in its blocking position, the teeth I85 thereof, which are formed as integral extensions of the spokes, being positioned such that they engage certain of a set of teeth I86 internally formed on a slidable clutch sleeve K. The clutch sleeve K is slidably carried on the carrier extension I8I, the latter being provided with a set of external teeth I81 which mesh with certain of the sleeve teeth I86 as shown in Figs. 26 and 2'7. The blocker I80 is adapted-for rotation clockwise of Fig. 26 to unblock shift of the sleeve K forwardly along the teeth I81 as will be presently explained. A snap ring I88 carried by the carrier extension I8I retains the blocker I80 against rearward endwise displacement.

' y The teeth I86 of the clutch sleeve K which are adapted, to be engaged by'the blocker teeth I 85 are cut-away to accommodatetheblocker teeth as vshownfin Figs. 9,,and 15. The blocker teeth I 85 free rotation of the balls,

mit the blocker member I89 to freely clock between its blocking and non-blocking positions.

The rear overrunning device S includes a set of overrunning rollers I89 adapted to wedge be- ,tween the cams I34 (which are similar to the end of the tail shaft I93. A speedometer drive 3 gear I94 'is fixed on the shaft I93 in rear of the bearing and a seal I95 is provided for sealing the housing against oil leakage in accordance with conventional practice.

Welded or otherwise suitably attached to the clutch sleeve K is a control ring I96. The latter has a plurality of spokes I9'I extending radially outwardly through the slots I84 for attachment to the sleeve and the ring portion thereof is of annular form and of such internal diameter that it clears the carrier I31 when the sleeve K is in disengaged position, as shown in Figs. 9 and 15, and engages balls I98 when the sleeve isin engaged position.

The balls I 99, of which there are preferably two disposed in diametrically opposed relationship, are carried by the cage I31, only enough clearance being provided therebetween to permit The saucer-like depressions I35 in the sun gear control sleeve I32 are so disposed with respect to the cams I33, I34 respectively of the overrunning devices R and S, that when clutch sleeve K is in engaged position, the cage I3! is held in such position by the balls I98 that rollers I36 of overrunning device R are engaged and rollers I89 of overrunning device S are free. As will be clear from the drawings, movement of sleeve K forwardly to engaged position will also carry ring I96 forwardly and balls I98 will be engaged thereby. This featurewill be hereinafter more fully explained.

The annulus gear I26 is provided with an overhanging toothed portion 299, the teeth of which are adapted to be engaged by external teeth 29I .carried by the clutch sleeve K. When the teeth 299 and 29I are in mesh, the annulus gear I26 and the planet carrier I39 are locked together and al to 1 ratio drive is transmitted from shaft 93 to shaft I93. Release of sleeve K will cause reverse rotational tendency of sun gear I21 and as overrunning device S prevents reverse rotation of the sun gear, said gear will provide reaction for the planet gears and a reduced speed drive will be transmitted from shaft 93 to shaft Clutch sleeve K is shiftable by power actuated means under the influence of a shift yoke 292 which rotatably engages the same in the usual manner. The yoke 292 has an integral elongated boss portion 293 which is slidably carried on a shift rail 294, the latter being mounted in a pair of axially aligned bosses of a cover 295 fastened to the casing. 89 on the right hand side thereof (looking forwardly of the vehicle) as illustrated the rounded end '29! of a shift lever 298' carried by a'shaft 299.. The latter is rotatably carried in a suitable bore in the cover 295 and at its outer end carries asecond shift lever 2I9. The upper end of the lever 2I9 is operably connected by a sion between piston 2 and clutch sleeve K, a

link 2 with the operating rod 2I2 of the prime mover motor M.

The prime mover motor M in the present embodiment is of the so-called vacuum type as the fluid medium used on the'motor piston is rendered effective by subjecting the-piston to the vacuum of the intake manifold of the engine. Thus, a chamber or cylinder 2I3 houses a piston 2 I4 of the diaphragm type, the latter being fixed to a hollow piston rod ,2I5- which has the front and rear abutment members 2I6, 2I'I assembled therewith in fixed relationship. Air under atmospheric pressure is unrestrictedly present in the chamber 2I8 as the flexible dirt. seal 2I8' is hot air tight. The other chamber of the vacuum motor 2I9 is selectively placed in communication with either a source of pressure fluid different from atmospheric pressure such as the intake operation and the chamber MI is placed in communication with the low pressure of the intake manifold under other conditions of operation by way of chamber 226 and passage 221.

In order to control the admission of vacuum or atmospheric pressure into the chamber-2I9, we have provided an electrical solenoid L having an armature plunger 228 yieldingly urged downwardly by a spring 229. This armature plunger has a lower extension formed with valve parts 239, 23I adapted respectively to engage the valve seats 223, 224 thereby to close and open the passages through said seats. In Fig. 23 the solenoid L is shown in energized condition, the armature 228 being raised against spring 229 thereby seating valve HI and opening valve 239 thereby venting chamber 2I9 to the atmosphere-by way of passage 222, chamber HI and passage 225 and permitting piston 2I4 under certain conditions hereinafter set forth to move rearwardly under the action of a spring 232 to move clutch sleeve K to its disengaged position. This releasing "movement of the sleeve K. is limited by engagement of the ring I96 with the shell I99 as is clear from Figs. 9 and 15. In Fi 24, the solenoid L is shown deenergized, the armature '228 having been lowered by spring 229 thereby closing valve 239 and opening valve 23I thus cutting off communication between the chamber HI and the atmosphere and opening chamber 22I to the I vacuum supply, vacuum always being present in chamber 226 during operation of the engine A. Lowering of the pressure in chamber 2I9 causes piston 2 I4 to move forwardly, compressing spring 232 and moving rod 2I5 forwardly or to the left as viewed in Figs. 23 and 24.

In order to provide a yielding power transmisthrust transmitting compression spring 233 is disposed within the hollow rod 2I5, one end of the spring being seated on the abutment 2" and the other end being seated on a head 234 of a rod 235 which extends through spring 233 as a forward extension of the rod 2 I2. be seen that when piston 2 I4 is forced forwardly by the action of the pressure fluidthereon, rod

It may thus 2I'I engages the shoulder 238 of rod 2I2.

2 I2 and sleeve K may move forwardly only to the blocked position of the sleeve while the piston 2I4 may continue movement to the end of its the limit of its travel, the sleeve K being fully clutched whereas the piston 2 has overtravelled rod 2 I2 to the extent of the gap 231 between abutment 2H and the end of the enlarged portion of the rod 2I2. When, with the parts positioned as shown in Fig. 24, solenoid L is energized to vent chamber 2I9, it will be apparent that rod 2I2 may remain stationary while spring 232 moves piston 2I4 rearwardly until the abutment This arrangement is utilized to-elfect unloading of the clutch teeth 280, 2I'II whereby sleeve K may be shifted out of clutching position as will. be presently made clear. Therefore, after the piston has closed the gap 231 in unloading the clutch teeth, spring 232 thereupon moves the piston 2 [4 to the Fig. 23 position releasing the sleeve K.

The unloading of sleeve K is' accomplished by the momentary grounding or shorting of the engine ignition system under control of an ignition interrupting switch N. This switch has terminals 239, 248 open as shown in Figs. 23 and 124 for normal operation of the engine ignition system and closed to render the ignition system inoperative in conjunction with further controls to be described. The switch terminals are bridged and the switch thereby closed by a movable contact 24I in the form of a reciprocable plunger resting on a ball detent 242 which in Fig. 23 is seated in groove 243 of rod 2I5 thereby allowing switch spring 244 to hold contact 24I away from the terminals 239 and 240. a

When the piston 2I4 is at the limit of its pressure fluid operated stroke (Fig. 24), a second groove 245 receives the ball 242 to allow switch N to remain open. However, whenever the piston moves between the Fig. 23 and Fig. 24 positions, switch N is closed and depending upon other conditions, the engine ignition may then be interrupted. Thus, when the motor M is vented in Fig. 24 position, the piston 2I4 in taking up gap 231 will causeswitch N to close the switch, opening again at the completion of the rearward stroke of the piston.

In orderto latch the sleeve operating means into clutch engaging position so that once the motor M has been operated by pressure fluid to engage the clutch sleeve K with the annulus gear I26, the sleeve will not thereafter tend to disengage because of variations in the pressure on opposite. sides of the piston 2I4, a mechanism is provided which operates independently of the fluid pressure operated means. This mechanism also permits the pressure fluid to load the sleeve operating means for clutching, shift in advance of actual clutching of the sleeve K so that Loss of pressure fluid after loading will not effect the subsequent clutching engagement of the sleeve. This feature is particularly advantageous in connection with the use of intake manifold vacuum for operating the piston because the presence of 248 so that when solenoid L is deenergized, the

lower end of the latch will engage the forward end-of a latch groove 249 in rod 2I5 when the piston 2I4 is urged forwardly on its power-stroke, to thereby hold the piston in the Fig. 24 position independently of the continued presence of vacuum in chamber 2I9.

- The latch member 246 has a, pair'of in-turned lugs 250 (Fig. 25) which when the parts are in their Fig, 24 position overlie a shoulder 25I formed on the lower end of the plunger 228, there being a clearance between the shoulder and lugs so that latch 246 may seat independently of the seating of the armature valve part 230 such that when the solenoid L is energized to vent motor M, the armature 228 will have a certain freedom of-movement for a hammer-blow contact with the. lugs 250 so as to insure release of'latch 246 from groove 249.

As a means of manually engaging clutch sleeve K with the teeth 20!] of the annulus gear I26 in cases 'where the vehicle battery is down and it is desired to start the engine by towing of the car,

we have provided independent control devices operable by the driver and best shown in Figs. 1, 'l, 23 and 24. The vehicle dash 252 carries a knob 253 connected to a Bowden wire mechanism 254 with the abutment2I6 so that when the driver pulls the knob, the piston 2I4 will be moved forwardly the same as though pressure fluid was causing its power stroke and clutch sleeve K will be engaged.

Inasmuch as the solenoid L will ordinarily be energized at this time under the action of the governor control switch presently to be described, such that the latch 246 cannot function, it is desirable with our illustrated arrangement to render the latch operable as a function of actuating knob. 253 so that the piston 2I4 will stay in the Fig. 24 position after the above described manual operation. To this end we have provided a dash switch P which comprises a pair of electrical terminals 255, 256 normally bridged to close the switch by a spring contact piece 251 held in position by a suitable dog 258 fixed 'to the Bowden wire 254. When the knob 253 is in its inoperative position as shown in Fig. 1, the contact piece 251 of switch P completes a circuit (to be described later) between terminals 255, 256 but when the F knob is pulled out to efiectmanual clutching operation of the sleeve K, the dog 258 moves to the position 258 and contact piece 251 springs down- Wardly to the position 251' to open switch P which will thereby maintain solenoid L deenergized so that latch 246 may function.

Whenever the car is being driven, the countershaft cluster 91 is drivingly connected with the intermediate driven shaft 93 and this relationship is conveniently utilized for controlling the automatic operation of the sleeve K as a function of car speed in a manner now to be described. It is desirable to point out in passing that the speed responsive control means for the sleeve K about to be described may if desired be omitted although it is included by preference in order to improve the functional operating characteristics of the transmission.

Referring to Figs. 9, 20, 21 and 22, it maybe seen that the cluster gear I61 drives a worm 26I having a. shaft portion 262 which drives a gov- 

